Two-cycle internal-combustion engine



||.v SCHNEIDER 2,393,341 TWO-CYCLE INTERNAL-COMBUSTION ENGINE I Filed 'Jang 24, 1944 Jan. 22, 1946.

2 Sheets-Sheet 1` Jan. 22, 1946. H. SCHNEIDER TWO CYCLE INTERNAL COMBUSTI ON ENGINE Filed Jan. 24, 1944 2 sheetssheet 2 rl'11,1111'll111111111111111lllllllll'lllf'llll111,111

Patented Jan.v22, `1946 Two-CYCLE mrEaNAL-comusrro ENGINE Heinrich Schneider, Haxniltom` Ohio, assignor toA Schneider Brothers Company, a copartnership composed of- Heinrich Schneider and Viva Schneider, Hamilton, Ohio, and Adolf G. Schneider and Erna Schneider, Muncie, Ind.

` Application January 24, 194,4, Serial No. 510,473

t z2 claims. (01.12345) t 'I'his invention relates to improvements in two cycle internal combustion engines.

The principal object of my invention is to l provide an engine of the kind mentioned hav-f ing a novel arrangement of scavenging air and exhaust gas passages with a view to moreeilicient expulsion of exhaust gases as well as more efilcient charging of the cylinders. 'I'his engine can, therefore, be operated at relatively lower scavenging air pressure, requires less power for driving the blower, and is operable at higher speeds eiilciently andeconomically.

' A salient feature of the-present invention consists in providing scavenging portsl directed upwardly at an angle preferablybetween .30? and 60 in a row extending about two-thirdsff the wayaround the circumference of the cylinder,l

having the ribs between the ports located on' planes tangent to a circle inside the cylinder of a radius approximately equal to one-half the radius of the bore, whereby to introduceandl direct the scavenging air along the-walls of the f cylinder opposite and in directions away from the exhaust ports, and. thereby insure eiilcient cxpulsion'of exhaust gases by loop flow upwardly toward the cylinder head along ones-side ofthe cylinder and downwardly along the other side and out through the exhaust ports. The ribs locating the scavenging port are tapered in-v wardly and have rounded outer edges with a view to obtaining substantially streamlined sections and. accordingly reducing the resistance tothe scavenging air ow.

exhaust channel on one side nearer the cylinder head withwhich the tapered head of the piston cooperates near the end of the power stroke to discharge, the exhaust gases at higher velocity and with'rninimum restriction to ow, the secondary channel defined on the other side of said vane cooperating with the tarpered headrofhthe piston when the piston reaches the end of the power stroke to discharge the remaining exhaust gases with minimum obstruction to ow, whereby to reduce the remaining pressure in the cylinder substantially to a minimum and accordingly further'reduce the required scavenging air pressure and secure the advantages mentioned above. The guide vane has its inner edge disposed at a certain distance from the cylinder bore so that there will be no danger of an accumulation of .carbon thereon, which would obstruct the exhaust channels and seriously affect the elllciency of operation of the englnfe. The exhaust ports are elongated, furthermore, to` provide-a pocket or shoulder at the lower end of the secondary exhaust channel and below the lowest position of the piston head where carbon can be collected without obstructing the channel and interfering with the free discharge of exhaust gases. v

Another salient feature of the engine lies in the provision of guide vanes in the exhaust ports cooperating with othervanes or blades in the exhaust manifold-to conduct the exhaust gases in a. main stream and in a secondary stream from the cylinder bore into the manifold, the channels 'Another feature of the invention is the provi'- sion of exhaust ports downwardly directed away from the cylinder head at an angle preferably between 30 and 60. 'I'he cylinder head and the piston head each have a conlcally tapered lring portion at substantially the same angle as the ports, so that the "upper walls of the scavenging and exhaust ports form with the tapered piston head Iportion, lwhen the ports are more or less uncovered,e iector nozzles with substantially parallel or slightly diverging walls, whereby to betv ter control the direction and flow ofthe scav- 1 enging air.' and exhaust gases for generally more eiiicient operation. Ihe cylinder head has the v outer ring portion thereof formed as apart of a :defined on opposite sides of these vanes for the two streams 'gradually widening in thedirection of the ow so as to obtain an ejector nozzle effect and reduce turbulence,- the exhaust flow energy being maintained and taken full advantage of for speedier discharge of the exhaust gases from the cylinder so as to enable higher speed of operation.

Another dfeature consists in having the extreme I top portion of the ring portion of the piston head cupola-shaped head into which the tapered pis- .l :im head portion extends in its uppermost posi- Q Another'salient feature of the present engine is the provision of exhaust ports that are elongated in the direction of piston movement and which at an increased angle, the intermediate-portion being curved tangentially with respect .to the .upper and lower portions-of `said ring. 'I'his formationof the piston head portion has the beneilcial effect that the scavenging air leaves the piston at this edge and does not follow the lpiston wallover the piston top and take a short cut toward the exhaust ports. v

The foregoing and other features of the invention will soon appear as reference is made in the following description to the .accompanying drawhavef transversevanes therein dening a mainq ings; inwhlch- 4tion III head portion, as indicated in Fig'. 1 is a vertical section through a cylinder and piston of a two cycle engine made in accordance with my invention; i

Fig. 2 is a horizontal section through three adjoining -cylinders of the engine taken in the plane of the ports;

Fig. 3 is another the planeof the upper portion of the exhaust ports showing vertical guide vanes or blades for directing the exhaust gases into the exhaust manifold, and

Fig. 4 is a fragmentary sectional view showing a portion of the ported cylinder wall, as in Fig. l, and a corner of the piston top, in a modified or alternative construction.

Similar reference numbers are applied to corresponding parts throughout the views.

Referring first mainly to Fig. 1, the reference numeral 'III designatesa cylinder of the engine and II a piston therein, and I2 the cylinder head. The piston has its head portion I3 made to a frusto-conical form to provide the bevel ring porat an angle preferably between thirty and sixty degrees to the bore of the cylinder, substantially corresponding to the angle of inclination of the upflow scavenging ports I5 and downflow exhaust ports I6. In that way the upper walls of the ports form with the ring portion I4 of the piston, when the ports are more or less uncovered, nozzles or ejectors with substantially parallel or slightly diverging or converging walls, as clearly appears in Fig. 1. This is for the purpose of properly directing the incoming scavenging air as well as the outgoing' exhaust gases, inasmuch as the eflicient operation of the engine depends to a large extent upon such proper direction of the iiow, as will more clearly appear later; The cupola-shaped portion II of the cylinder head I2 includes a bevel ring portion I8 defining the margin thereof and having the same angularity with respect to the cylinder bore as the ring portion I4 of the piston head, so that the piston at the upper end of its travel may project into this dotted lines in the drawings. The head portions I1 and I8 are furthermore well adapted for deflecting the scavenging air flow directed upwardly by the ports I5 along the cylinder wall, so as to reverse its direchorizontal section taken in' y ports I6, the air manifold I9 to which air is delivered under pressure from a blower driven by the engine. The ports I5 are directed upwardly, as shown in Fig. 1, and the ribs 2|! between the exception of a middle rib 2I, are disposed in planes tangent to a circle 22 concentric with the cylinder and of a radius approximately one-half the radius of the bore of the cylinder, as clearly appears in Fig. 2. The object of this arrangement is to have the scavenging air enter the cylinder bore in directions away from the exhaust from each port closer to the exhaust crowdingthe air from the neighboring ports toward the cylinder wall and upwardly along the cylinder wall opposite the exhaust ports toward the cupola-shaped cylinder head I2, where the air iiow is directed downwardly toward the exhaust ports. Fig. 2 shows that the ports I5 for admitting the scavenging air are in a row l these ribs, as indicated by tion of iiow with minimum loss of velocity and direct the air downwardly along the opposite cylinder wall toward the exhaust ports. This general method of scavenging is known as the back flow method, the scavenging air being directed toward the cylinder wall opposite (or back of) the exhaust side and upwardly toward the head to cause expulsion of the exhaust gases downwardly and out through the exhaust ports. By virtue of my novel formation and arrangement of the scavenging ports I5 in relation to the novel exhaust ports I6, described in detail below, I have produced an engine operating generally with back flow scavenging Aand one which is much more efficient than most other engines of that type with which I am familiar, due to the fact that, generally stated, the

Vscavenging air more thoroughly expels the exhaust gases and can be admitted under lower air pressure than has heretofore been possible. There is an appreciable reduction in the power required to drive the blower as a resultl of the lower air pressure requirement and, consequently, the power output of the engine is proportionately increased and the engine is operable at higher speeds.

'Ihe scavenging ports I5 communicate with a 'upward travel.

extending about two-thirds of the way around the circumference of the cylinder, and it should be clear from this figure that the air from one port or adjacent ports is directed toward the air-stream delivered through neighboring ports, tending more or less to crowd the air against the cylinder wall oppositeV the exhaust ports in its The ribs 20 are tapered inwardly, as indicated by the lines 23, which are continuations of the lines defining the opposite sides of said ribs, and the outer edges of these ribs are well rounded, as indicated at 24', whereby the ribs have a generally streamlined section and accordingly present the least obstruction to air flow past the same.

The ribs 25 between the exhaust ports I6 are in planes radially disposed with respect to the cylinder bore, as clearly appears in Fig. 2, and the converging lines 26 drawn to the center of the bore, are tapered inwardly toward the center of the bore. The ribs have their outer ends rounded, as indicated at 21. The two center ribs 25' and 25" are oppositely curved, as indicated at 28, to direct the exhaust gases away from the side walls 29 of the columns 30 that are cast integral with two neighboring cylinders, vertically between the cylinders. The walls or ribs 3l separating the endmost exhaust ports I6 from the endmost scavenging ports I5 are cast integral with the columns 3U, thereby establishing web connections between neighboring cylinders, as clearly appears in Fig. 2. The walls or ribs 3I are of inwardly diverging cross-section so that the incoming scavenging air through the endmost ports I5 is directed away from the exhaust ports I6 and, therefore, is not apt to Ainterfere with the discharge of exhaust gases through any of the p orts I6. The inner sides 32 of the walls or ribs 3| next to the endmost exhaust ports I6 are curved on a large radius substantially concentric with the curvature of the ribs 25 and 25" defining the other sides of the endmost exhaust ports, whereby to conduct the exhaust gases around the turns and along'the sides 29 of the columns 30 with minimum loss in velocity. The fact that the ribs 25 are in outwardly diverging relation with reference to one the ports, with It will be noted how thecolumns 30 are cored vertically to provide channels 34 for circulation of cooling water therethrough between the upper and lower portions of the water jacket 35. Vertical holes 36 are alsoprcvicled in the columns 30 to receive tie rods 31l extending between the crankv flow through the channel 42 is at high velocity and this ow, due to its being properly guided,

-- retains its ilow energy. In that way the bulk case of 'the engine and the top of the cylinder blockl l0. Tubular columns 39 are alsocast integralwith the block on the opposite side'of the cylinders from the columns` 30, reaching from the crank case up to the top of the cylinder block A I Il, and'other tie rods 31 extend through' these.

columns for interconnection of the cylinder4 block top` with the crank case. In that way the cylin-v ders and particularly the ported sections thereof are relieved of tension stresses.

Referring now mainly to Fig. Il, it will be -observed that the exhaust ports i6 are elongated appreciably in the ldirection -oltpiston movement and that the upper ends of the ports are appreciably above the tops of 'the scavenging ports l5,

so that the' exhaust ports are uncovered well in Y advance of the scavenging ports in the power strokes of the piston. The piston is shown in dotted lines in an intermediate position so as to better illustrate to' what extent the exhaust ports of the gases is discharged promptly and before the secondary channel 43 is used-to any appreciable extent. .Both channels, of course, serve ultimately to conduct exhaust gases from the cylinder bore.- The injector action previously mentioned as obtained by cooperation of the'bevel n ring portion I4 o nthe piston head with the correspondinglyinclined ports I5 'and IB is extended and carried' farther by the guide vanes 4i, sov

as to insure speedier and-less turbulent discharge of exhaustgases. Y

A n exhaust manifoldl 45 extending the full length of the cylinder block conducts the exhaust gases from the engine to an exhaustgas turbine are uncovered before uncovering of the scavenging ports commences. This also serves to il1us trate further the nozzle or ejector eiect obtained by virtue of the bevel ring formation i4 -on the piston head. The piston is shownin full lines inA its lower dead-center position', in which the scavenging ports I5 are fully uncovered.v 'I'he exhaust ports I6, however, are elongated to a level appreciably below the bevel ring portion'i4 of the piston head in-'said position, so that pockets or shoulders are provided at 40 in the lower portions of the exhaust ports IB at their inner end i for the depositing of carbon .where it will not affect the free discharge of the exhaust gases.- Carbon usually vappears as a result ,o f oil being' discharged from the cylinder with the exhaust gases. In a horizontal engine, I prefer to dispose the cylinders 'with the exhaust ports on topl and the scavenging p'orts on the bottom, whereby to reduce to a. minimum the loss of cylinder lubricating oil by exhaust blow-out.

'The /ports i6 have guide vanes or vblades 4 i dividing the same transversely so as to define an upper or primary channel 42 and a lower or secondary channel 43 on opposite sides thereof through which the exhaust gases are discharged in two streams. the 4bulk ofthe gases being ex-v hausted through the primary channel 42 i'n the partialuncovering of the ports and the remainingpOrtion ofthe exhau yt 'gases being discharged through b oth channels e2 and 43 when the ports are fully uncovered. 'Ihe inner ends of the vanes 4I are rounded, as indicated at 44, and are spaced fa distance of from 5% to 20% of the cylinder diameter from the cylinder bore, so as to avoid Y the likelihood o! carbon being deposited on the inner ends of the vanes 4l and building up resistance to the outflow of exhaust gases. The rounded shape of the inner ends of these vanes is of twofold advantage, namely, in reducing the lined cross-section which gives the least resistance Vto the outflow of exhaust gasesv in the sepalikelihood of carbon adhering thereto, and from the standpoint of securing a generally streamration or division o f the gases into two streams. Anim'portant vadvantageinthe provision of these vanes 4l lies in the'fa'ct that the-exhaust gases are guided in their outflow and turbulence losses are accordingly greatly reduced# The primary .theseducts flows readily past the back of the next adjacent duct and out toward the outlet end,

`of the manifold with theimain stream of exhaust gases.

tute extensions or continuations thereof, asmost clearly appears in Fig. 1. top and bottomwalls 49 and 50 thereof in outwardly diverging relation with respect to the cylinder but disposed with the inside of their inner ends ush lwith the top and bottom ofthe-exh aust ports, whereby to carry still further'jthe 1 ejector action al1 thel way from the cylinder bore to the exhaust manifold for speedier and more emcient exhausting of the exhaust gases and to give a diffusing action. .The vanes'41 form with the vanes 4 I, in effect, a single transverse vane divid- .ging transversely the passage from the cylinderv bore to the manifold. The cross vanes 4liy are' disposed substantially in right angle relation to the vanes 41 but are curved lengthwise to follow the general curvature of the du'ct 48 and serve `to further divide the two streams of exhaust gases into four streams in passing through the ducts. 'Ihese vanes 46 also' serve to extend the ejector action and assist in directing the exhaust gases so that they flow toward the outlet end of the exhaust manifold with least loss in velocity by reasonof turbulence in the manifold. The` inner ends 5| of these vanes 40 are rounded. as

shown in Fig. il, with a view to reducing to a minimum the resistance to ow of exhaust gases as the streams are'ldivided'and flow on 4opposite sides of the vanes 46 through the ductsv 43. v

The 'bevel'ring .portion i4 of the piston head may be modified, as shown at I4 in Fig. 4, in

Whichothe. top portion 52 is at a steeper angle in4 relation to the cylinder bore than the lower :wr-

' tion 53, and the intermediate portion 54 is curved to connect the upper and llower portions smoothly.' The lower portion 5.3 is substantially at the same angle relative to thebore as the ports I5 andl I3. With this corner and curvature on the pistontop, it should be clear'that the incoming y scavenging air flowing over this portion of the A piston easily leaves the piston and will not be apt The "vanes or blades 41 are disposed to. register with the vanes 4I and in eifect consti-- .The ducts 48 have the to follow the nat top surface of the piston n' and take a short cut towardV the exhaust ports.

In conclusion, it should be apparent from the foregoing description that I have provided a two-l tance of having the port areafor the scaveng-l ing ports as well as the exhaust ports-as large as possible and in view of the fact that the limiting factors are the circumference of the cylinder and the thickness of the walls between ports, I have, as clearly shown in the drawings, provided very narrow intervening walls between ports and have provided wide ports, about twothirds of the cylinder circumference being taken up by ports and about a third of the circumference of the cylinder being taken up by the walls between ports. The ejector action secured by the bevel 'ring formation on the piston top, -in

y combination vwith the similarly inclined upper walls of the exhaust ports, and in further combination with horizontal and vertical guide vanes in the exhaust channels secures a reduction in the necessary scavenging pressure and blower power requirement. The ejector action is benecial not only in avoiding turbulencebut also from the standpoint thatthe high velocity. of the exhaust gases through the primary channels 42 provides a further ejector action to aid in the withdrawal of the last portion of the exhaust gases in the lower part 4of, the stroke when the exhaust gas velocity has decreased, thereby proportionately reducing the air pressure necessary to scavenge and charge the cylinder. By stream.

lining the exhaust channels in addition to providing for, the ejector action just mentioned, I obtain the advantage that more energy is made available in the exhaust'manifold to be made g use of in an exhaust turbine, whereaswith the usual design of exhaust ports and conduits extending into the manifold, turbulence losses destroy most of the exhaust gas energy and are responsible for back pressure reaction from the enging. This engine with the thorough `streamlining of the scavenging and exhaust passages and ports is especially well adapted for use with an exhaust turbine for supereharging purposes. The exhaust turbine can be similar to those used for four-cycle and aircraft engines, the blower takingA in atmospheric air and discharging the compressed air into the intake of a'gear-drive'n scavenging blower driven by the engine, the lat- -ter discharging with increased pressure into the engine cylinders, whereby super-charging is obtained by the back pressure created by the exhaust turbine. There being no restricting devices on the cylinder ports or head, such as valves for opening and closing exhaust or scavenging passages,

but, instead, extremely large port areas permitting the 'air to get in and through the cylinder vmanifold interfering with efllcient cylinder scavthereof in circumferentially spaced relation, the walls between ports being in planes substantially tangent to a circle of a diameter approximately half the diameter of the bore of said cylinder, all of said ports being directed .toward one'end of said cylinder at an angle of between 30 and 60 with respect to the bore and in a row extending about two-thirds of the way around the circumference of the cylinder, said cylinder having exhaust ports provided in the wall thereof in .the

.remaining one-third of the way around the circumference of the cylinder, saidports all being directed away from the aforesaid end of the vcylinder at an angle between 30 and '60 with respect to the bore.

2. In an internal combustion engine, a cylinder having scavenging ports provided in the wall thereof in circumferentially spaced relation, the

, walls between ports being in planes substantially tangent. to` a circle of a diameter approximately half the diameter of the b'ore of said cylinder,

all of said ports being directed toward one end of said cylinder at an angle of between and 60 with respect to the bore and in a row extending about two-thirds of the way around the circumference of the cylinder, said cylinder havwith the least ilow resistance, the engine can be ing exhaust ports provided in the wall thereof in the remaining one-third of the way around .the circumference of the cylinder, said ports all being directed away from the aforesaid end of the cyly inder at an angle between 30 and- 60 with respect to the bore, and a piston for said cylinder having a conically taperedring portion at substantially the same angle as the ports, whereby the end walls of said ports form with the ring portion on the piston nozzles with substantially parallel walls to control the direction of flow of scavenging air and exhaust gases. y

3. An engine as set forth in claim 2, wherein the'aforesaid end of the cylinder is cupola-shaped and has a conically tapered marginal ring portion at substantially the same angle as the tapered ring portion on said piston into which the tapered ring portion of said piston extends at one limit of its stroke.

4. In an internal combustion engine, a cylinder having scavenging ports provided in the wall thereof in circumferentially spaced relation, the walls between ports being in planes substantially tangent to a circle of a diameter approximately half the diameter of the bore of said cylinder, all of said ports being directed toward one end of said cylinder at an angle of between 30 and 60 with respect to the bore and in a row extending about two-thirds of the way around the circumference of the cylinder, said cylinder having exhaust ports provided in the wall therof i-n the remaining one-third of the way around the circumference of the cylinder, said ports all being directed away from the aforesaid end of the cylinder at an angle between 30 and 60` with respect to the bore, a piston for said cylinder having a conically tapered ring portion at substantially the same angle as the ports, whereby the-end walls of said ports form with the ring portion on the piston nozzles with substantially parallel walls to control the direction of flow of scavenging air d in the Wall nels'vfor conducting exhaust gases from the cylassasu meer, Auna guide vanes being inclined yanimanvportion of said y tially parallel to the 'tapered ring piston.'

5. An engine as set forth in claim 4, wherein, v

the inner ends of said guide vanes are spaced from the cylinder bore a predetermined distance, for the Purpose described.

6. In an internal combustion engine, a cylinder having exhaust ports provided in the wall thereof in circumferentially spaced relation and elonvgated in form in the direction of piston movement, an exhaust manifold communicating with said ports, and guide vanes in said exhaust ports in around the circumference of the cylinder, the.

transverse .relation thereto and substantiallyA midway between the ends thereof but terminating in radially spaced relation tothe cylinder bore, dividing the exhaust ports into primary and secondary channels for conducting exhaust gases with minimum turbulence from the cylthe center having the walls therebetween in elongated in form in the direction of piston`\- movement, said ports all being directed away from the closed end of the cylinder at an angle between and 60 with respect to "thebore, a piston for saidcylinder having a conically tapered ring portion at substantially the same angle as the ports, whereby the end walls of said ports `form with the ring portion on the piston nozzles with substantially parallei walls to control thedirection of flow ot exhaust gases, and guide vanes in said exhaust ports in transverse relation thereto and substantially midway between the ends thereof, dividing the exhaust ports into primary and secondary channels for conducting exhaust gasesfrom the cylinder, said guide vanes being inclined substantially parallel to the. tapered ring portion of said piston.

. 9. In an internal combustion engine, a cylinder having scavenging ports provided in the wall thereof in circumferentially spaced relation throughout at least half of the circumference, the ports on both sides of a median plane through the center having the walls therebetween in planes substantially tangent to a circle of a diameter about half the diameter of the bore of said cylinder, there being a wall in said median plane tapered inwardly symmetrically of said median plane of the cylinder, and the other walls between scavenging ports being tapered inwardly wall are'. substantially' tangent yto the aforesaid circle of about half the diameterof the bore, and

the outer edges of all of the last mentioned wallsA being rounded to reduce resistance to scavenging air flow, said cylinder having exhaust ports provided in the wallthereoi! in circumferentially spaced relation in the remainderA of the wat1 walls between said exhaust ports being'in radial planes through the centerof the cylinder' and being tapered inwardly toward vsaid center. f

11.- Inan'internal combustion engine, a cylinder having scavenging-ports provided in the wall thereof incircumferentially spaced. relation 4throughout atleast half of the circumference,

the ports on bothsides of a-mediau plane through planes substantially tangent to a circle offa diameter about half the diameter ofthe bore of said cylinder, there being a wall in said median plane tapered inwardly symmetrically of said vmedian plane.- and vthe other walls between scavenging ports being tapered inwardly so that the planes o! the opposite sides of eachl wall are substantially tangent to the aforesaid circle of about half the diameter of the bore, and the outer edges of all of'the last :mentioned walls being rounded to reduce resistance to scavenging air ow, said cylinder having exhaust ports provided in the wall thereof in circumferentially' spaced relation in the 'remainder of thelway around the circumference of the cylinder, the walls between said exhaust -ports being in radial planes through the center of the cylinder and being tapered inwardly toward said center, said scavenging and exhaust -ports being inclined ,toward one end of said cylinder at an' angle of between 30 and 60 relative to the bore, and a piston operable in said bore, the aforesaid end of the cylinder and the top of the vpiston each having a marginal ring portion at substantially the same angle with respect to the bore as said ports.

12. In an internal combustion engine, la .plurality of cylinders each having exhaust ports provided in the wall thereof in circumferentially spaced relation and elongated in form inthe direction of piston movement, guide vanes in said exhaust ports in transverse vrelation thereto and substantially midway between'the ends thereof.

l haust flow in the division of :dow into the priso that the planes of the opposite sides of each y Vthereof in circumferentially spaced relation throughout at least half of the circumference, the ports on both sides of a median plane through the center having` the walls therebetween in planes substantially tangent to a circle of a 'diameter about half the-diameter of the bore of- Y said cylinder, there being a wall in 'said median plane tapered inwardly, andthe other walls be.-

tween scavenging ports being-tapered inwardly so that the planes of the opposite sides of each mary and secondary channels, an exhaust manifold to receive the exhaust gases from all of said cylinders, and means providing curved guiding' walls in transverse relation to one another for conducting the exhaust gases from the aforesaid primary and secondary channels into the exhaust manifold, certain of said walls constituting Vconv tinua-tions of the aforesaid guide vanes, the

curvature of the other guiding wallsbeing all in onev general direction toward one end of the exhaust manifold.

13. In an internal combustion engine, a cylinder having scavenging ports and' exhaust ports provided in the wall thereof in rows on diametrically opposite sides of the cylinder, the ports in I each row being in circumferentially spaced relation and all directed toward one end of said cylinder at an angle of between 30 and 60 with respect to the bore,` and a piston for said cylinder having a substantially conically tapered marginal ring portion, the'base portion of which is at substantiallythesame angle as the ports, whereby the end walls of said ports form with the base portion of the ring portion on the piston nozzles with substantially parallel walls whenvports are uncovered, the upper portion of said ring portion being at a smaller angle with respect to the bore so that scavenging air entering the scavenging ports is directed by the upper portion of the ring portion toward the end` of the cylinder and away from the exhaust ports. l

14. The herein described method of scavenging a two cycle internal combustion engine, which consists in introducing a plurality of. jets of air near one end of the cylinder along intersecting lines from points on opposite sides of a median longitudinal plane through the cylinder throughout approximately two-thirds of the cylinders circumference, each of the lines being substantially tangent to a circle inside the cylinder of approximately half the radius of the cylinder, whereby the jets of air on each side of the aforesaid plane are deected by adjoining jets toward the cylinder Walls, and the jets on opposite, sides of said plane converge on said plane to forma more or lessv unified stream of scavenging Aair along the middle of one side of the cylinder, and causing a movement of said stream toward the opposite end of the cylinder and in a direction substantially parallel to the cylinder axis substantially without diminution of velocity.

15. The herein described method of scavenging a two cycle internal combustion engine, which consists in introducing a plurality of jets of air near one end of the cylinder along intersecting lines from points on opposite sides of a median longitudinal plane through the cylinder throughout approximately two-thirds of the cylinders circumference, each of the lines being substantially tangentrto a circle inside the cylinder of approximately half the radius of the cylinder,

17. In an internal combustion engine, a cylinder having scavenging ports provided in the wall thereof in circumferentially spaced relation, the walls between ports being in planes substantially tangent to a circle of a diameter approximately half the diameter of the bore of said cylinder, all of said ports being directed toward one end of said cylinder at an angle of betweenand 60 with respect to the bore and in a row extending about two-thirds of the way around the circumference of the cylinder, said cylinder having exhaust ports provided in the wall thereof in the remaining one-third of the way around the circumference of the cylinder, said ports all being directed away from'the aforesaid end of the cylinder atan angle between 30 and 60 with respect to the bore, the ratio of port width to intervening wall width measured circumferentially of the cylinder bore being such that about twothirds of the circumference is taken-up lby ports and about one-third is taken up by the intervening walls between ports, and a piston for said cylinder having a conically tapered ring portion at substantially the same angle as the ports,

whereby the end walls of said ports form with the ring portion on the piston nozzles with substantially parallel walls to control the direction of flow of scavenging air and exhaust gases.

18. An engine as set forth in claim 17, wherein the aforesaid end of the cylinder is cupola-shaped and has a conically tapered marginal. ring portion at substantially the same angle as the tapered ring portion on said piston into which the tapered ring portion of said piston extends at one limit of its stroke.

19. In an internalv combustion engine, a cylinder having scavenging ports provided in the wall whereby the jets of air on each side of the aforesaid plane are deflected by adjoining jets toward the cylinder walls, and the jets on opposite sides of said plane converge on said plane to form a more or less unified stream of scavenging air along l the middle of one side of the cylinder, and causing a movement of said stream toward the opposite end of the cylinder and in a direction substantially parallel to the cylinder' axis substantially lWithout diminution of velocity, the front formed by the scavenging air jets being of substantially arcuate form and equivalent to substantially half of the sectional area of the cylinder.

16. In aninternal combustion engine, a cylinder having scavenging ports provided in the Wall thereof in circumferentially spaced relation, the walls between ports being in planes substantially tangent to a circle of a diameter approximately half the diameter of the bore of said cylinder, all of said ports being directed toward one end of ,said cylinder at an angle of between 30 and 60 with respect to the bore and in a row extending about two-thirds of the way around the circumference of the cylinder, said cylinder having exhaust ports provided in the wall thereof in the remaining one-third of the way around the circumference of the cylinder, said ports' all being directed away from the aforesaid end of the cylinder at an angle between 30 and 60 with respect to the bore, the ratio of port width to intervening wall width measured circumferentially of the cylinder bore being such that about twothirds of the circumference is taken up by ports and about one-third is taken up by the intervening walls between ports.A

thereof in circumferentially spaced relation throughout at least half of theecircumference, the ports on both sides ofa median plane through the center having the walls therebetween in planes substantially tangent to a circle lof a ldiameter about half the diameter of the bore of said cylinder, there being a wall in said median plane taperedinwardly symmetrically of said median plane of the cylinder, and the other walls between scavenging ports being tapered inwardly -so that the planes of the opposite sides of each Wall are'substantially tangent to the aforesaid circle of Vabout half the diameter of the bore, and the outer edges of all of the last mentioned walls being rounded to reduce resistance to scavenging air flow, the ratio of port width to intervening |wall width measured circumferentially of the cylinder bore .being about two toene.

20. In an internal combustion engine, a cylinder having savenging ports provided in the wall thereof in circumferentially spaced relation throughout at least half of the circumference, the ports on both sides of a median plane through the center having the walls therebetween in planes substan-A tially tangent 'tuY a circle of a diameter about half the diameter of the bore of said cylinder, there being a wall in said median plane tapered inwardly,and the other -walls between scavenging ports being tapered inwardly so that the planes of the opposite sidesfof each wall are substantially tangent to the aforesaid circle of about half the diameter of the bore, and the outer edges of all of the last mentioned walls being rounded to reduce resistance to scavenging air now, said cylinder having exhaust ports provided in the wall thereof in circumferentially spaced relation in the remainder of the way around the circumference of the cylinder, the walls between said exing walls between ports.

21.v In an internal combustion engine, a cyunder having scavenging ports provided in the wall thereof in circumferentially spaced relation throughout at least half of the circumference,

the center having the walls therebetween` in planes substantially tangent to a circle of a dithe ports on both sides of a median plane through.

ameter about half the diameter of the bore of said cylinder, there being a wall in said median plane tapered inwardly symmetrically of said me dian plane, and the other wallsbetween scavenging ports being tapered inwardly so that the planes of the opposite sides of each wall are substantially tangent to the aforesaid circle of about half the diameter of the bore, and the outer edges of all of the last vmentioned walls being rounded to reduce resistance to scavenging air now, said cylinder having exhaust ports provided bore, the aforesaid end of the cylinder and the top of the piston each having a marginal ring portion at substantially the same angle with re-- spect to the bore as said ports, the ratioof. port width to intervening wall width measured circumferentially of the cylinder bore being such l that about two-thirds of the circumference is taken up by ports and about one-third is taken up by the intervening walls between ports.

22,. In an vinternal combustion-engine, a cylinder having scavenging ports and exhaust ports provided in the wall thereofin rows on diametrically opposite sides of the cylinder, the ports in each: row being in circumferentially vspaced relation and all directed toward one end of said cylinder at an angle of between 30 and 60 with re# spect vto the bore, and a piston -for said cylinder .xhaving a substantially conically tapered marin the wall thereof in circumferentially spaced relation in the remainder of the way around the circumference of the cylinder, the walls between said exhaust ports being in radial planes through the center of the cylinder and being tapered inwardly toward said center, saidvscavenging and exhaust ports being inclined toward one end oi said cylinder at an angle of between 30 and 60 relative to the bore and a piston operable in said 36 ginal ring portion, the base portion of which is at substantially the same angle vas the ports, whereby the end walls of said ports form with the base portion of the ring portion on the piston nozzles with substantially parallel walls when .ports are uncovered, the upper -portion o1' said ring portion being at a smaller angle with respect to the bore so that scavenging air entering the scavenging ports is directed by the upper portion of the ring portiontoward the end of the cylinder and away from the exhaust ports, the ratio of port width to intervening wall width measured circumferentiallyof the cylinder bore being such that about two-thirds of the circumference is taken up by ports and about one-third is taken up .by the intervening Iwalls between ports.

Y HEINRICH SCHNEIDER. 

